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Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and
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Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson
& Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard
Blood and Custard
Southern Railway
2
BIL
(nos.2001 – 2152)
1st August 1962 and the
demise of 2 BIL 2088 at Barnham
2-car Bi-Lavatory units
(nos.2001 – 2152)
Contents |
|||||
|
|||||
|
From Upper Avenue road overbridge 2 BIL unit
no.2100 (with 1955-built replacement ex.2 HAL Driving Trailer Composite
no.12857) departs Eastbourne in 1961 with a Brighton to Ore train (headcode
16). In the background an Express-Gear ratio 4 EPB no.5338 can be seen
(possibly with two CEPs behind) – this formed a
morning peak to London Bridge (headcode 65). A 4 LAV unit is also visible. © Chris Wilson |
© Hornby
Introduction
The 2 BIL units
were built in four distinct batches:
|
Unit nos* |
Built |
Purpose |
1. |
2001 to 2010 |
Feb-35 |
Brighton Line scheme to Seaford and
Ore |
2. |
2011 to 2048 |
Aug-36 to Jan-37 |
Portsmouth No.1 scheme |
3. |
2049 to 2116 |
Jul-37 to Dec-37 |
Portsmouth No.2 scheme |
4. |
2117 to 2152 |
Aug-38 to Nov-38 |
Reading Extension scheme (Virginia Water
to Reading, Ascot to Ash Vale and Aldershot to Guildford) |
|
*after renumbering took place |
The first 2 BIL units were constructed for the 1935 extension of
the Brighton line electrification to Seaford, Eastbourne & Hastings, (Ore).
Order number HO 806 (dated 23rd March 1934) was for ten
two-coach units for the semi‑fast and stopping services. They were known
as ‘2 BIL’ units; this denoting that both coaches of the unit had access
to a lavatory.
These units appeared as nos.1891 – 1900 although the
first unit (delivered in February 1935) was numbered 1890. However, this unit
was renumbered 1900 in January 1936 to make way for the final 2 NOL
unit. The other nine 2 BIL units were ready about March 1935.
The 2 BIL units were ordered alongside other batches of stock
for the 1935 electrification extension scheme:
6 PAN units
numbered 2021 – 2037
(Order no. HO 805 - seventeen
six-coach corridor units for the express services)
2 NOL
units numbered 1824 – 1855
(Order no. HO 807 - thirty-two
two-coach non-gangwayed units for local stopping
services).
Public services over the newly electrified lines commenced on 7th July
1935 after a period of trial running from May 1935.
This first batch of 2 BIL units (as well as all subsequent
orders) was constructed at Eastleigh on new underframes from Lancing with steel‑clad
timber framed bodies and canvas covered roofs. These units were not gangwayed between coaches and were coupled with the centre
buffer /three-link chain arrangement. However, as they were intended for use on
some quite lengthy services it was considered necessary for all passengers to
have access to a lavatory so each coach were provided
with a side corridor and one lavatory these being located at the opposite end
to the driving cabs.
All the seating was in compartments; each compartment having an
outside access door and a sliding door into the corridor. These units were
similarly equipped to most of the 2 NOL units and the 4 LAV unit
(also the vast majority of the suburban three coach motor units) with
electro-magnetic control equipment (supplied in this case by Metro-Vick), resulting
in a large driver's cab in the motor coach and a raised floor in the guard's
brake as a result of this control equipment.
In the motor coaches smoking was allowed in the two compartments
(including the coupés) at the van end of the coach and the three at the
opposite (toilet compartment); the two remaining compartments being designated
non-smoking.
In the driving trailer composites smoking was allowed in the
three third compartments behind the cab and in the three first compartments at
the inner (toilet compartment) end of the coach; one first class compartment
and the adjacent third-class being designated non-smoking.
However, subsequent batches of 2 BIL units were equipped
with EE electro-pneumatic control gear (as were the last batch of 2 NOL
units and all subsequent ‘1936 type’ stock built); this equipment all being
below solebar level allowing a smaller cab to be provided. This difference
meant that once again and like the MV control equipped 2 NOL units, there
was a difference in the power cable conduit runs between the cab ends of the
motor coach and driving trailer. The later batches had the same (driving
trailer style) arrangement at both ends.
This first batch of units were regarded as satisfactory and
further units of a similar type were then ordered during 1936 for the next
three electrification extensions as follows:
1901 ‑ 1920
and 1954 ‑ 1971 in 1937 for Portsmouth No. 1 extension
(Order HO 898 dated 8th
January 1936 (36 units) with a further two added as order HO 903 on 27th January
1936).
2049 ‑ 2116
in 1938 for Portsmouth No. 2 extension
(Order HO 949 dated 6th November
1938 - 68 units).
2117 ‑ 2152
in 1939 for Reading extension
(Order HO 948 also dated 6th November
1938 - 36 units).
The two additional units for HO 903 were added when Farnham
- Alton was added to the ‘Portsmouth No. 1’ scheme.
The motor coaches of each of these further batches (final
numbering 2011 to 2152) had a larger luggage area, six first class compartments
and one four seat coupe (when compared to the first batch of units numbered
2001 to 2010).
SR Renumbering
The rapid expansion of the Southern Railway’s electric fleet had
led to the numbering system becoming rather complex, with the Portsmouth No 1
batch being split around the existing 4 LAV numbers, and a renumbering
scheme was drawn up from January 1937 to tidy-up the numbers and put them into
a more logical sequence, this affecting the 2 BIL units.
Unit numbers 1891 ‑ 1900 now became nos.2001 ‑ 2010
(renumbered in order) whilst the newly delivered Portsmouth No 1
batch (not yet in traffic but in store or working running-in turns) became nos.2011 ‑ 2048.
The final two batches of units carried their new numbers when delivered.
Changes in Design
The three larger batches of 2 BIL units had a number of
detail improvements over the first ten units, principally that now having EE
electro-pneumatic control gear allowed a smaller driver's cab and a larger
guard's brake to be provided in the motor coaches, the luggage space in the
first batch having proved inadequate. The larger guard's brake also meant that
one of the full compartments in each motor coach was now reduced to a coupe (seating
four) whilst the remaining six compartments were made slightly wider.
Other changes were made to the location of some of the doors
along the corridor side, resulting also in changes to the window layout.
Following a collision at Woking in 1937 when 2 BIL no.2046
suffered a partial underframe collapse the final batch of ‘Reading line’ units
featured a reinforced underframe design and heavier buffers. This raised the
buffing load from 90 to 120 tons. As a result, each vehicle in the final
batch weighed about one ton more than the earlier ones.
30th March 1963 and 2 BIL
2084 at Ardingly
In Service
Once delivered, this large fleet of 152 units was found working
widely over all the electrified routes of both the Western and Central sections
of the Southern, though they were much less common on the Eastern section,
where similar duties were covered by the 2 HAL units built later for the
Gillingham & Maidstone electrification scheme in 1939.
However, an eight coach 2 BIL formation was diagrammed to cover
the 8:23am Sevenoaks to Cannon Street and 6:5pm return with other associated
workings, the train being berthed at Orpington overnight. The trainset was
changed over on Friday night to New Cross Gate with a fresh train returning to
Orpington on Sunday evenings formed off a service arriving from Brighton. These
workings ceased in February 1939 when new 2 HAL units took over these
trains, units nos.2610 - 2613 being put into traffic for this working
from 24th February 1939.
Formations of units up to twelve coaches long could be found
from Waterloo, Victoria and London Bridge. Units on the Central section
also ran in conjunction with 4 LAV and 2 NOL units on some trains,
whilst mixed formations with 4 SUB units were not uncommon.
2 BIL units also deputised from time to time on
suburban services though their lower seating capacity was a disadvantage when
working such trains. However, these units could not run in multiple with the
‘main line’ fleets of PUL /PAN /BEL and COR /RES /BUF units.
All batches of units were intermixed in traffic and units
therefore received their routine maintenance at Fratton, Wimbledon Park
and Lovers Walk depots. Heavier body repairs and overhauls were carried
out at Lancing works whilst electrical overhauls and bogie changes were
dealt with at Slade Green Repair Shop. More serious damage and collision
repairs were carried out at Eastleigh works whilst other unscheduled repairs
were also done at Peckham Rye and later Selhurst Repair Shops. Following
closure of Lancing works in 1963, bodywork overhauls were transferred to
Eastleigh.
The 2 BIL units continued on their intended duties for many
years although four units were destroyed during the war by enemy action and
many others suffered lesser damage. A few others with damaged driving trailers
had these replaced by ‘all‑steel’ type 2 HAL pattern vehicles during
the early 1950's; some of these being mounted on recovered underframes from
damaged vehicles.
The toilet water heaters were isolated during the war years and
not reinstated, though the hot taps remained in the toilets until removed in
the early 1960's.
2
BIL unit no.2051 leads 2 HAL no.2620 as they call at a neat and tidy Barnham station
working the 08.45hrs Brighton to Portsmouth Harbour on Saturday 1st
March 1969. Unit
no.2051 was withdrawn just over a year later still in this livery having led
a fairly blameless existence from August 1937 although its DTC was slightly
damaged by enemy action at Durnsford Road Wednesday
22nd March 1944. © John Hayward |
Nationalisation
Nationalisation in 1948 had little effect other than the units'
livery changing from SR to BR green.
During 1953 all units were modified with a compressor governor
fitted to prevent units being able to take power until sufficient brake
pressure was available to stop the train, this following a ‘runaway’ collision
at Guildford involving a 2 BIL unit.
Similar equipment was fitted to all other units and whilst
modifications were in progress a temporary restriction was imposed on two car
units running solo, this affecting unit diagrams for a while (along with those
of the 2 NOL and 2 HAL units). During the modification programme,
units dealt with had a small 2" diameter white circle painted onto their
bodysides close to the cab doors, once all were completed these were then
removed.
When Second-class was abolished in June 1956 Third-Class was
renamed Second Class resulting in the vehicle types changing, the motor brake
third (MBT) now becoming a motor brake second (MBS).
From 1956 the 2 NOL units began to be withdrawn, their
bodies scrapped and the underframes recovered for further use in construction
of new ‘SR type’ 2 EPB and 2 HAP units. 2 BIL units were used to
cover some of the former 2 NOL duties, being supplemented by 2 HAL
units now being displaced from the Eastern section by new 2 HAP
units. Unit no.2146 was the first to receive the new style circular BR carriage
crest circa March 1957 replacing the ‘riding lion’ crest used hitherto.
The 2 BIL and 2 HAL units had no operational
distinction (except for a small batch of 2 HAL units used between Victoria
and Gatwick Airport) and were freely mixed from about 1960 onwards.
During the mid-1960's units began to gain air horns in place of
their whistles (possibly starting in 1963; certainly some received horns in
1964) and had UIC (Union Internationale des Chemins de fer) yellow bands applied
at cantrail level to indicate the location of the first class compartments. Small
yellow warning panels were painted onto cab ends from January 1964 with units nos.2080
and 2087 amongst the first BR(S) units so treated: the yellow later being
extended to the whole cab end.
Many of the small yellow warning panels were quickly painted on
so dates for their application are few and far between. Where a painted ‘by
date’ is stated in the livery table (below) this may have been obtained through
photographic evidence. If no date is known then N/K applies. With the yellow
warning panels /ends came the black inverted triangle on the motor coaches;
this denoted that there was no brake van at the other end of the unit.
A system of electrical code letters allocated to each vehicle
was introduced in 1963 and the 2 BIL units were included in this, the
motor coaches becoming CA whilst the driving trailers were DA, though the first
ten units were not included in the scheme.
31st March 1963 and a 2 BIL
(possibly unit no.2059) passes
Copyhold Junction en route to Ardingly and Horsted Keynes
Corporate
Blue & Withdrawal
From late 1967 units began to be repainted into BR blue livery
with full yellow ends; unit 2111 being the first in October. Following the
replacement of the 4 LAV units on the Brighton line in 1968 /1969 by new
4 VEP units, further batches of the 4 VEP units were ordered to begin
replacement of the 2 BIL and 2 HAL fleet and withdrawals of undamaged
units began in 1969, some still being in green livery.
The first ten 2 BIL units were among the earliest withdrawn and
delivery of further 4 VEP and 4 CIG units and redeployment of
2 HAP units saw the 2 BIL fleet steadily lose the main line stopping
duties on the Portsmouth line. Displaced 4 COR units were then used to
replace the units on the Waterloo to Reading /Guildford lines and further
4 VEP deliveries saw the last scheduled workings on the Brighton main line
on 30th April 1971, leaving their last duties on coastal local
trains from Brighton.
The final day of normal public service for the 2 BIL (and
2 HAL) units was 29th July 1971 with units nos.2016 /2034 /2111
/2023 /2040 in use. Three units were retained for a final railtour on 25th
September 1971 when the last three (nos.2111 /2035 /2040) were withdrawn.
Withdrawn units were sent to Slade Green, thence Selhurst for
stripping of equipment prior to sale to scrap dealers and disposal. However,
one unit (no.2090) was claimed by the National Railway Museum and preserved. Unless
accident-damaged most units were withdrawn in batches and stored at various
locations around the system awaiting movement to Slade Green /Selhurst for
electrical stripping.
Some units were out of use for a few days/weeks prior to their
official withdrawal date. Following stripping there were further periods of
storage before units were hauled away to the scrap dealer to which they had
been sold. The ‘scrap date’ in the following lists is usually the month in
which the units were hauled away from the SR, but some survived for some time
afterwards in scrap yards prior to being broken‑up.
The class number 401 was allocated to the 2 BIL fleet by BR
as part of the TOPS system in 1972. However, as units had all been withdrawn
for disposal by this time this was not carried on any of the units.
20th August 1962 and 2 BIL no.2004
leads another into Ardingly
The inverted black triangle on yellow warning panels /ends was
there to provide an early indication to station staff that there was no brake van at the other end of the
unit.
|
|
|
||||
Unit no. |
BR(S)
Green livery dates |
BR(S) Blue
livery dates |
Notes |
|
||
Yellow warning panels |
Full yellow |
Yellow warning panels |
Full yellow |
|
|
|
2001 |
N/K |
Withdrawn |
|
|
|
|
2002 |
26-Nov-64 |
Withdrawn |
|
|
|
|
2003 |
N/K |
Yes |
Withdrawn |
|
|
|
2004 |
27-Sep-65 |
Withdrawn |
|
|
|
|
2005 |
N/K |
28-Nov-66 |
Withdrawn |
|
|
|
2006 |
N/K |
Disbanded |
|
|
|
|
2007 |
27-Oct-64 |
Withdrawn |
|
|
|
|
2008 |
Yes |
Withdrawn |
|
|
|
|
2009 |
N/K |
11-Jun-65 § |
Withdrawn |
|
§
yellow wrap |
|
2010 |
By May-68 |
Withdrawn |
|
|
|
|
2011 |
Nov-64 |
14-Aug-67 § |
Withdrawn |
|
§
yellow wrap |
|
2012 |
N/K |
Withdrawn |
|
|
|
|
2013 |
N/K |
Withdrawn |
|
|
|
|
2014 |
Withdrawn |
|
|
|
|
|
2015 |
N/K |
Withdrawn |
|
|
|
|
2016 |
26-Nov-64 |
No |
No |
26-Apr-69 |
|
|
2017 |
By Jun-67 |
Withdrawn |
|
|
|
|
2018 |
N/K |
Withdrawn |
|
|
|
|
2019 |
2-Dec-64 |
Withdrawn |
|
|
|
|
2020 |
9-Dec-65 |
Withdrawn |
|
|
|
|
2021 |
N/K |
Yes § |
No |
5-Apr-67 |
§
yellow wrap |
|
2022 |
N/K |
Yes § |
No |
1-Jul-67 |
§
yellow wrap |
|
2023 |
N/K |
Withdrawn |
|
|
|
|
2024 |
16-Nov-64 |
No |
No |
18-Jan-69 |
|
|
2025 |
12-Jan-65 |
No |
No |
9-Jan-68 |
|
|
2026 |
N/K |
18-Dec-67 § |
Withdrawn |
|
§
yellow wrap |
|
2027 |
3-Feb-67 |
Withdrawn |
|
|
|
|
2028 |
Feb-64 |
Yes |
No |
By Oct-69 |
|
|
2029 |
11-Oct-66 |
Withdrawn |
|
|
|
|
2030 |
N/K |
Withdrawn |
|
|
|
|
2031 |
N/K |
Withdrawn |
|
|
|
|
2032 |
N/K |
No |
No |
By Nov-70 |
|
|
2033 |
Aug-64 |
No |
No |
By Nov-70 |
|
|
2034 |
N/K |
No |
No |
21-Jul-69 |
|
|
2035 |
N/K |
Withdrawn |
|
|
|
|
2036 |
9-Jan-66 |
No |
No |
By Oct-70 |
|
|
2037 |
26-Aug-66 |
Withdrawn |
|
|
|
|
2038 |
N/K |
4-Mar-68 § |
Withdrawn |
|
§
yellow wrap |
|
2039 |
N/K |
Withdrawn |
|
|
|
|
2040 |
By May-69 |
Withdrawn |
|
|
|
|
2041 |
N/K |
Withdrawn |
|
|
|
|
2042 |
N/K |
Withdrawn |
|
|
|
|
2043 |
N/K |
No |
No |
Mar-68 |
|
|
2044 |
15-Mar-67 |
Withdrawn |
|
|
|
|
2045 |
May-64 |
Withdrawn |
|
|
|
|
2046 |
N/K |
Withdrawn |
|
|
|
|
2047 |
N/K |
Withdrawn |
|
|
|
|
2048 |
N/K |
c.May-68 |
Withdrawn |
|
|
|
2049 |
N/K |
Withdrawn |
|
|
|
|
2050 |
6-Jan-66 |
26-Mar-68 § |
Withdrawn |
|
§
yellow wrap |
|
2051 |
24-Jan-67 |
Withdrawn |
|
|
|
|
2052 |
30-Nov-66 |
No |
No |
By May-70 |
|
|
2053 |
30-Jan-65 |
18-Sep-67 § |
Withdrawn |
|
§
yellow wrap |
|
2054 |
Yes |
Withdrawn |
|
|
|
|
2055 |
16-Nov-64 |
24-Apr-67 |
Withdrawn |
|
|
|
2056 |
10-Mar-65 |
22-Nov-68 § |
Withdrawn |
|
§
yellow wrap |
|
2057 |
N/K |
25-Aug-67 |
|
|
|
|
2058 |
2-Jun-66 |
?-67 |
No |
9-May-69 |
|
|
2059 |
N/K |
Withdrawn |
|
|
|
|
2060 |
15-Apr-66 |
14-Nov-68 § |
Withdrawn |
|
§
yellow wrap |
|
2061 |
9-Jan-67 |
Withdrawn |
|
|
|
|
2062 |
23-Aug-65 |
No |
No |
28-Nov-69 |
|
|
2063 |
N/K |
Withdrawn |
|
|
|
|
2064 |
14-Jan-65 |
No |
No |
5-Dec-67 |
|
|
2065 |
N/K |
Yes |
Withdrawn |
|
|
|
2066 |
N/K |
Withdrawn |
|
|
|
|
2067 |
28-Oct-66 |
No |
No |
By May-70 |
|
|
2068 |
N/K |
Withdrawn |
|
|
|
|
2069 |
Mar-64 |
Withdrawn |
|
|
|
|
2070 |
N/K |
Withdrawn |
|
|
|
|
2071 |
N/K |
Withdrawn |
|
|
|
|
2072 |
12-May-65 |
No |
No |
7-May-69 |
|
|
2073 |
N/K |
Withdrawn |
|
|
|
|
2074 |
15-Sep-64 |
4-Mar-68 § |
Withdrawn |
|
§
yellow wrap /last green |
|
2075 |
N/K |
No |
No |
By Oct-69 |
|
|
2076 |
By April-69 |
Withdrawn |
|
|
|
|
2077 |
N/K |
Withdrawn |
|
|
|
|
2078 |
N/K |
4-Jul-67 |
Withdrawn |
|
|
|
2079 |
N/K |
Yes |
Withdrawn |
|
|
|
2080 |
26-May-65 |
No |
No |
6-Feb-69 |
|
|
2081 |
N/K |
Withdrawn |
|
|
|
|
2082 |
16-Nov-66 |
Withdrawn |
|
|
|
|
2083 |
N/K |
9-Jun-65 § |
Withdrawn |
|
§
yellow wrap |
|
2084 |
N/K |
Withdrawn |
|
|
|
|
2085 |
27-Oct-66 |
Withdrawn |
|
|
|
|
2086 |
N/K |
No |
No |
By Feb-70 |
|
|
2087 |
1964 |
Withdrawn |
|
|
|
|
2088 |
No |
Withdrawn |
|
|
Barnham
derailment 1962 |
|
2089 |
By Feb-67 |
22-Oct-65 § |
Withdrawn |
|
§
yellow wrap |
|
2090 |
N/K |
16-Jun-67 |
No |
6-Feb-70 |
|
|
2091 |
N/K |
Withdrawn |
|
|
|
|
2092 |
N/K |
Withdrawn |
|
|
|
|
2093 |
N/K |
15-Nov-67 § |
Withdrawn |
|
§
yellow wrap |
|
2094 |
N/K |
Withdrawn |
|
|
|
|
2095 |
10-Nov-65 |
Withdrawn |
|
|
|
|
2096 |
Yes |
Unlikely |
Withdrawn |
|
|
|
2097 |
N/K |
Withdrawn |
|
|
|
|
2098 |
N/K |
No |
No |
26-Aug-69 |
|
|
2099 |
9-Dec-65 |
No |
No |
By Jun-70 |
Air
horns fitted |
|
2100 |
20-May-65 |
Withdrawn |
|
|
|
|
2101 |
May-64 |
No |
No |
20-Jun-69 |
Air
horns fitted |
|
2102 |
Withdrawn |
|
|
|
|
|
2103 |
31-Dec-64 |
No |
No |
By Oct-69 |
|
|
2104 |
3-Jun-66 |
No |
No |
18-Sep-69 |
|
|
2105 |
12-Jan-67 |
Withdrawn |
|
|
|
|
2106 |
16-Nov-64 |
Withdrawn |
|
|
|
|
2107 |
N/K |
Withdrawn |
|
|
|
|
2108 |
N/K |
Withdrawn |
|
|
|
|
2109 |
N/K |
Withdrawn |
|
|
|
|
2110 |
14-Feb-65 |
Withdrawn |
|
|
|
|
2111 |
N/K |
No |
No |
21-Sep-67 |
First
blue 2 BIL |
|
2112 |
26-Oct-66 |
No |
No |
20-Sep-68 |
|
|
2113 |
25-Mar-66 |
6-Aug-68 |
Withdrawn |
|
|
|
2114 |
18-Oct-66 |
Withdrawn |
|
|
|
|
2115 |
26-Apr-65 |
Withdrawn |
|
|
|
|
2116 |
Jun-64 |
Yes § |
Withdrawn |
|
§
yellow wrap |
|
2117 |
N/K |
Withdrawn |
|
|
|
|
2118 |
N/K |
Withdrawn |
|
|
|
|
2119 |
Withdrawn |
|
|
|
|
|
2120 |
N/K |
Withdrawn |
|
|
|
|
2121 |
N/K |
Yes |
Withdrawn |
|
|
|
2122 |
N/K |
Withdrawn |
|
|
|
|
2123 |
N/K |
No |
No |
19-Mar-68 |
|
|
2124 |
N/K |
Withdrawn |
|
|
|
|
2125 |
By May-67 |
Withdrawn |
|
|
|
|
2126 |
N/K |
Withdrawn |
|
|
|
|
2127 |
N/K |
Withdrawn |
|
|
|
|
2128 |
N/K |
Withdrawn |
|
|
|
|
2129 |
N/K |
Withdrawn |
|
|
|
|
2130 |
N/K |
10-May-67 |
Withdrawn |
|
|
|
2131 |
Withdrawn |
|
|
|
|
|
2132 |
17-Jan-67 |
No |
No |
By Apr-70 |
|
|
2133 |
N/K |
No |
No |
30-Nov-67 |
|
|
2134 |
By 1967 |
No |
No |
By Aug-68 |
|
|
2135 |
25-May-66 |
No |
No |
30-Dec-68 |
|
|
2136 |
27-Mar-65 |
Withdrawn |
|
|
|
|
2137 |
N/K |
14-Mar-67 |
No |
By Jun-70 |
|
|
2138 |
N/K |
Withdrawn |
|
|
|
|
2139 |
N/K |
No |
No |
13-Jan-70 |
|
|
2140 |
19-Aug-65 |
No |
No |
18-Dec-68 |
|
|
2141 |
N/K |
21-Mar-67 |
No |
30-Aug-69 |
|
|
2142 |
Yes |
Withdrawn |
|
|
|
|
2143 |
N/K |
Withdrawn |
|
|
|
|
2144 |
N/K |
Withdrawn |
|
|
|
|
2145 |
N/K |
Withdrawn |
|
|
|
|
2146 |
25-Sep-65 |
30-Nov-68 |
Withdrawn |
|
|
|
2147 |
N/K |
16-Mar-67 |
No |
30-Oct-69 |
|
|
2148 |
N/K |
Withdrawn |
|
|
|
|
2149 |
N/K |
Withdrawn |
|
|
|
|
2150 |
24-Nov-65 |
8-Jul-68 |
Withdrawn |
|
|
|
2151 |
N/K |
27-Nov-67 |
Withdrawn |
|
|
|
2152 |
N/K |
Withdrawn |
|
|
|
|
|
|
|
|
|
29th October 1961 and 2 BIL
2150 takes second-stage at Horsted Keynes
This first batch of ten units (delivered early in 1935) were the
prototypes for the larger batches of units built during the next three years.
Each unit consisted of a motor brake third (MBT) and a driving trailer
composite (DTC), and had similar equipment to contemporary suburban units. Cab
end design was similar with a domed roof and the usual side buffers, central drawhook and low-level air brake hoses whilst power,
control and lighting jumpers were mounted on the cab end.
A standard stencil route indicator was fitted between the two
cab observation lights, with the whistle to the nearside of the driver's
window. The secondman’s window is hinged (on the external door side) to open outwards
in order to for the driver to lean out and change the route indicator’s
stencils; the opening frame of this window making it look smaller in size when
compared to the (fixed) driver’s window.
The bodysides along the luggage van and cab area was not
flattened and inset as on the 4 LAV units, therefore the cabs at both ends
of the unit were full width. Each coach had a full-length side corridor, both
these being along the same side of the unit as marshalled. When the motor coach
was leading the corridors were on the nearside.
The motor brake third consisted of driver's cab entered by
inwards opening doors each side, this cab being 9' 1" wide to
accommodate some of the electro-magnetic control equipment behind the driver.
Like similarly equipped suburban and 2 NOL units, this resulted in power
conduits running up to roof level on the left-hand side of each observation
window (as seen facing the cab).
The guard's brake van followed (there was no access from this to
either the cab or the passenger area of the coach), this being
7' 11ľ" wide and with a pair of outward opening doors each side for access.
No side lookout duckets were provided; the Guard having periscopes in each
direction to assist with observing signals.
The remainder of the motor brake third consisted of seven third
class compartments (all 5' 11" wide each seating 8) giving an overall
capacity of 56 third. Each compartment had an exterior access door whilst there
were three doors along the corridor side. From the guard's end these were
placed opposite the partition of the first/second, the door of the fourth and
the partition of the sixth/seventh compartments, resulting in an outside window
layout of large sidelight (L/S/L), door, three L/S/L, door, three L/S/L, door,
L/S/L and toilet window.
The lavatory was located at the inner end of the coach. This
coach was given the diagram number 2111 and weighed 43 tons 6cwt. The motor
bogie below the driver's cab was equipped with shoegear
and fitted with two MV339 motors of 275hp, though these were replaced by EE339
motors during the 1950's. Smoking was allowed in the two compartments at the
van end of the coach and the three at the opposite (toilet compartment) end.
The driving trailer composite consisted of a driver's cab
4' 8 & 3/8" deep followed by eight compartments, the four behind
the cab being third class and 6' 3" wide, the four at the inner end
being first class and 7' 1ľ" wide, and finally a lavatory compartment
at the inner end of the coach.
The corridor was along the offside when the cab was leading, the
opposite side to that of the motor coach so that both corridors were along the
same side of the unit.
Each third-class compartment again seated 8 and the firsts
seated 6; giving this coach a total of 24 first and 32 third class seats. There
were four access doors along the corridor side, located (from the cab end)
opposite the partitions of the first/second, third/fourth, fifth/sixth and
seventh/eighth compartments. There were L/S/L windows on each side of each door
opening with three Ľ light windows splitting pairs of L/S/L windows along
the corridor length to give a regular large/Ľ/large window pattern. Each
compartment again had an access door on the non-corridor side. This coach was
to diagram number 2700 and weighed 30 tons 17cwt.
Smoking was allowed in the three third compartments behind the
cab and in the three first compartments at the inner (toilet compartment) end
of the coach; one first class compartment and the adjacent third-class being
designated non-smoking. Power conduits at this end of the unit looped up each
side of the headcode glass and did not run onto the roof dome.
Overall length of the unit was 129' 5" and they
weighed 74Ľ tons and seated 24 first and 88 third. The non-corridor side had
standard size Ľ light windows each side of the door droplight, whilst those on
the corridor side were carried right up to the roofline, though the door
droplights were of standard size.
The passenger door droplights were to a new design with no
frame, having a brass bar along the top edge and a wooden locking bar at the
bottom controller by a lever to lock/unlock then and allow the droplight to be
moved, traditional wooden framed droplights with leather straps to control the
amount of opening were retained for the guard‘s and cab doors. Above each
passenger droplight each door had a ventilation louvre with the vent along the
bottom edge. Wooden panelling in the corridor was painted cream, whilst the
compartments had varnished wooden panels.
These units were ready prior to the opening of the Eastbourne
& Hastings electrification scheme and were run-in on the Brighton line, indeed
virtually all the diagrammed workings were on the main Brighton line as all
workings east of Keymer Junction were covered by 6
car PUL and PAN units and 2 NOL units. As a consequence, the 2 BIL units
found themselves operating alongside 4 LAV units on semi-fast and stopping
services between London Brighton as well as to Reigate.
Four units were soon being loaned to the Eastern section (1936) until
displaced by new 2 HAL units in February 1939; these operated a peak-hour
Sevenoaks – Cannon Street service (via Orpington) – am Up /pm Down. Once
further batches of 2 BIL units were built, this batch were intermixed with
them after the completion of the Portsmouth No.2 scheme and worked wherever
2 BIL units were diagrammed.
Unit no.2006 was disbanded in July 1963 and used as part of a
loco-hauled electrically heated set on the Oxted line, two units were withdrawn
in July 1968 after exchanging their DTCs with damaged ones from later build
units and the remainder in 1969 and stripped at Slade Green or Selhurst prior
to sale for scrapping.
As these units were among the earliest withdrawn none received
blue livery. However, unit nos.2003/5/9/10 gained full yellow ends, those on no.2009
wrapping round onto the bodysides as far back as the leading edge of the
driver's door.
The following list shows unit formations with the original unit
number also shown and the dates units were completed and withdrawn, also the
date and location of scrapping.
Unit no. Diag no. |
First no. |
Unit new |
MBT 2111 |
DTC 2700 |
Withdrawn |
Scrapping |
Scrapped
by |
2001 |
1891 |
Mar-35 |
10568 |
12102 |
19-Apr-69 |
Oct-69 |
Armytage Ltd, Sheepbridge |
2002 |
1892 |
Mar-35 |
10569 |
12103 |
3-May-69 |
Sep-69 |
Armytage Ltd, Sheepbridge |
2003 |
1893 |
Mar-35 |
10570 |
12104 |
26-Apr-69 |
Sep-69 |
Armytage Ltd, Sheepbridge |
2004 |
1894 |
Mar-35 |
10571 |
12105 |
8-Mar-69 |
Jul-69 |
Armytage Ltd, Sheepbridge |
2005 |
1895 |
Mar-35 |
10572 |
12106 |
12-Apr-69 |
Sep-69 |
Armytage Ltd, Sheepbridge |
2006 |
1896 |
Mar-35 |
10573 |
12107 |
27-Jun-63 |
Feb-70 |
A.
King Ltd, Wymondham |
2007 |
1897 |
Mar-35 |
10574 |
12078+ |
6-Jul-68 |
Nov-69 |
Bird
Group, Long Marston |
2008 |
1898 |
Mar-35 |
10575 |
12052+ |
12-Apr-69 |
Sep-69 |
Armytage Ltd, Sheepbridge |
2009 |
1899 |
Mar-35 |
10576 |
12110 |
12-Apr-69 |
Oct-69 |
Armytage Ltd, Sheepbridge |
2010 |
1900* 1890 |
Feb-35 |
10567 |
12129+ |
6-Jul-68 |
Nov-69 |
Bird
Group, Long Marston |
*
Renumbered Jan-36 Other
renumbering Jan-37 |
+ Later type 2 BIL DTC diagram 2701 |
Individual Unit Notes Nos.2001 - 2010
2001 Unit
out of use at Barnham by 30‑Mar‑69. Following withdrawal unit
initially stored at Lancing prior to stripping at Selhurst, then stored at
Balcombe and moved for scrapping 3‑Oct‑69 from Norwood Yard, unit
arrived in yard 14‑Oct‑69. DTC 12102 cut-up 30-Oct-69 and MBS 10568
cut-up 31‑Oct‑69.
2002 After
stripping unit stored at Polegate, then Guildford and moved for scrapping 9-Sep‑69
from there, unit arrived in yard 15‑Sep‑69. MBS 10569 cut-up 22‑Sep‑69
and DTC 12103 cut-up 23‑Sep-69.
2003 After
stripping at Slade Green, unit stored at Stewarts Lane, moving to Polegate 16-Jun-69
and moved for scrapping c22-Aug-69 from Stratford, unit arrived in yard 3‑Sep-69.
DTC 12104 cut-up 10-Sep-69 and MBS 10570 cut-up 11‑Sep-69.
2004 After
stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there,
train delayed at Cricklewood unit not arriving in yard until 11-Jul-69. DTC
12105 cut-up 18-Jul-69 and MBS 10571 cut-up 22-Jul-69.
2005 After
stripping at Slade Green unit stored at Stewarts Lane, moving to Polegate 16-Jun-69
and moved for scrapping c22-Aug-69 from Stratford, unit arrived in yard 9-Sep-69.
MBS 10572 cut-up 12‑Sep-69 and DTC 12106 cut-up 13‑Sep-69.
2006 Unit
disbanded 27-Jun-63 after damage repairs to DTC 12107 and both coaches
transferred to set 900, later became 7 TC 701 in Feb-66. MBS 10573
operated as a trailer brake second whilst in 900/701, with motors removed. Both
vehicles had their jumpers altered to allow heating from BRCW Type 3
Diesel Loco ‘KA’ (later Class 33).
Unit 701 was
disbanded early in 1969 and both 10573 and 12107 withdrawn 12-Apr-69 and stored
at Micheldever and moved for scrapping 31‑Jan-70
from there.
2007 Unit
out of use for a period in 1944 and MBS 10574 used as part of 4 LAV unit
2938, possibly due to war damage.
DTC 12108
badly damaged in collision with 4 SUB 4369 at Horsham 2-Jul-61 (details?) but repaired.
MBS 10574
damaged by fire at Brighton 8-Jun-68, DTC 12108 to 2055 and replaced by collision
damaged 12078 (ex 2055), and unit withdrawn 6-Jul-68 and stored at Micheldever then Polegate and moved for scrapping 22-Nov-69
from Gatwick.
2008 Unit
involved in Ford collision 5-Aug-51 and damaged (units 2029, 2056 & 2100
also involved). During repairs DTC 12109 to unit 2029 and replaced by 12052
(ex 2029).
The six-coach 11.17am Brighton to Portsmouth
train (booked to stop in Ford’s Down main platform) passed the home signal at
danger and collided at about 18 mph with the rear of the eight-coach 10:47am
Three Bridges to Bognor Regis train which as standing in the Down Loop platform
waiting for the Portsmouth train to pass. Both trains were formed of two-coach
units.
The
first coach of the Portsmouth train and the rear coach of the Bognor Regis
train were telescoped together for about 40’; four other coaches were also
damaged to varying degrees.
Motorman Sherwood was driving the
Portsmouth train and was killed instantly. Eight passengers died, forty-seven
were injured with forty detained in hospital.
After
stripping unit stored at Stewarts Lane, moving to Polegate 16-Jun-69 and moved
for scrapping c22-Aug-69 from Stratford, unit arrived in yard 3‑Sep-69.
DTC 12052 cut-up 8‑Sep-69 and MBS 10575 cut-up 9-Sep-69.
2009 Unit
out of use at Barnham by 30-Mar-69. Following withdrawal unit initially stored
at Lancing prior to stripping at Selhurst, then stored at Balcombe and moved
for scrapping 3-Oct-69 from Norwood Yard, unit arrived in yard 14-Oct-69. Both
coaches cut-up 29-Oct-69.
2010 This
was the first built unit in February 1935 and delivered as unit 1890. It was
renumbered 1900 in January 1936, and then renumbered again, along with the
whole batch of ten units in January 1937, becoming unit 2010.
DTC 12101 to
2096 Jul-68 and replaced by collision damaged 12129 (ex 2096), and unit
withdrawn 6-Jul-68 and stored at Micheldever then
Polegate and moved for scrapping 22-Nov-69 from Gatwick.
This batch of units were authorised for the Portsmouth
No. 1 electrification scheme and were built as unit numbers 1901 ‑ 1920
and 1954 ‑ 1971 but all were renumbered before entering public
traffic.
Units were completed from August 1936 until January 1937 and
stored on delivery, trial running commencing in February 1937. These units
differed from the first batch in a number of ways, the principle difference
being the adoption of electro-pneumatic control gear allowing a smaller
driver's cab in the motor coach, a larger guard's brake and the reduction of
the number of compartments in the motor coach from 7 to 6˝. Other changes
involved the door positioning along the corridor side of the trailer and
consequential alterations to the window layout, flusher fitting fixed windows
mounted from the outside in aluminium frames and no ventilation louvre above
door droplights.
The motor brake third consisted of driver's cab 4' 8˝"
deep, guard's brakevan now 11' 9˝" wide, coupe compartment
4' 2˝" wide seating four and six third class compartments each
6' 3" wide. This coach seated 52 and was to diagram number 2115 and
weighed 43 tons 5cwt. Motors were the EE339 275hp type from new with EE control
equipment. The floor of the guard's brake van was now flat with the remainder
of the coach, whilst along the corridor side, the first L/S/L before the door
at the guard's end was replaced by a Ľ light, and there was no frosted glass
window opposite the toilet compartment door.
The driving trailer composite had an identical internal layout
to those of the first batch, the main difference being the moving of the first
door at the cab end on the corridor side forwards to be opposite the doorway
into the first compartment, remaining door positions being as before. The
intermediate non-doorway Ľ light windows were dispensed with and the coach now
had the following arrangement from the cab end, Ľ light, door, three L/S/L,
door, two L/S/L, door, three L/S/L, door and Ľ light. Diagram number was
2701 and the coach weighed 30 tons 17cwt and seated 24 first and 32 third.
Overall unit length remained at 129' 5" and overall
weight was now 74 tons 2cwt, whilst seating capacity was now 24 first and 84
third. The coupe compartment had the four seats facing backwards (away from the
driving cab) and there was a shelf along the wall opposite, this compartment
being intended for train crew travelling ‘passenger’ if required.
The panelling in the corridors was now varnished teak and use
was made of ‘Rexine’, a synthetic leathercloth for
other panel trim.
Units receiving full yellow ends whilst in green livery were as
follows: 2011 /2021 /2026 /2028 /2038 /2048, those on all except nos.2028 /2048
wrapping round onto the bodysides as far back as the leading edge of the
driver's door.
Units painted blue (with full yellow ends) were as follows: nos.2016
/2021 /2022 /2024 /2025 /2028 /2032 /2033 /2034 /2036 /2043.
Unit formations were as shown below, with the original unit
number also shown, date of delivery, date of withdrawal and date and location
of scrapping.
Unit no. Diag no. |
First no. |
Unit new |
MBT 2115 |
DTC 2701 |
Withdrawn |
Scrapping |
Scrapped
by |
2011 |
1901 |
Aug-36 |
10577 |
12034 |
23-Jan-71 |
Sep-71
|
Bird
Group, Long Marston |
2012 |
1902 |
Aug-36 |
10578 |
12035 |
20-Sep-69 |
Oct-70
|
Fratton
Depot |
2013 |
1903 |
Aug-36 |
10579 |
12036 |
6-Sep-69 |
Nov-69
|
Bird
Group, Long Marston |
2014 |
1904 |
Oct-36 |
10580 |
12037 |
23-Jun-43 |
Jun-43 |
Destroyed
by enemy action Brighton |
2015 |
1905 |
Oct-36 |
10581 |
12038 |
24-May-69 |
Oct-69 |
Armytage Ltd, Sheepbridge |
2016 |
1906 |
Oct-36 |
10582 |
12039 |
11-Sep-71 |
Mar-72
|
J.
McWilliam Ltd, Shettleston |
2017 |
1907 |
Oct-36 |
10583 |
12040 |
21-Nov-70 |
May-71
|
T.
J. Thomson Ltd, Stockton |
2018 |
1908 |
Oct-36 |
10584 |
12041 |
12-Apr-69 |
Feb-70
|
Fratton
Depot |
2019 |
1909 |
Oct-36 |
10585 |
12042 |
3-Jan-70 |
May-70
|
J.
Cashmore Ltd, Newport |
2020 |
1920 |
Oct-36 |
10586 |
12043 |
10-May-69 |
Sep-69
|
Armytage Ltd, Sheepbridge |
2012 |
1921 |
Oct-36 |
10587 |
12044 |
27-Jun-70 |
Feb-71
|
T.
J. Thomson Ltd, Stockton |
Renumbered
Jan-37 |
|
Unit no. Diag no. |
First no. |
Unit new |
MBT 2115 |
DTC 2701 |
Withdrawn |
Scrapping |
Scrapped
by |
2022 |
1912 |
Oct-36 |
10588 |
12045 |
21-Nov-70 |
Jul-71
|
Bird
Group, Long Marston |
2023 |
1913 |
Oct-36 |
10589 |
12046 |
13-Sep-69 |
Dec-69 |
Armytage Ltd, Sheepbridge |
2024 |
1914 |
Oct-36 |
10590 |
12047 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
2025 |
1915 |
Oct-36 |
10591 |
12048 |
23-Jan-71 |
Sep-71
|
Bird
Group, Long Marston |
2026 |
1916 |
Oct-36 |
10592 |
12049 |
4-Apr-70 |
Jan-71
|
Milton
Metals, Cardiff |
2027 |
1917 |
Oct-36 |
10593 |
12050 |
23-Jan-71 |
May-71
|
T.
J. Thomson Ltd, Stockton |
2028 |
1918 |
Oct-36 |
10594 |
12854 1 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
2029 |
1919 |
Oct-36 |
10595 |
12109 2 |
21-Nov-70 |
Jul-71
|
J.
Cashmore Ltd, Newport |
2030 |
1920 |
Oct-36 |
10596 |
12053 |
13-Sep-69 |
Oct-70 |
A.
King Ltd, Wymondham |
2031 |
1954 |
Oct-36 |
10597 |
12054 |
10-Jan-70 |
May-70
|
J.
Cashmore Ltd, Newport |
2032 |
1955 |
Oct-36 |
10598 |
12055 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
2033 |
1956 |
Oct-36 |
10599 |
12056 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
2034 |
1957 |
Oct-36 |
10600 |
12057 |
11-Sep-71 |
Apr-72
|
J.
McWilliam Ltd, Shettleston |
2035 |
1958 |
Nov-36 |
10601 |
12058 |
10-Jan-70 |
Aug-70
|
Armytage Ltd, Sheepbridge |
2036 |
1959 |
Nov-36 |
10602 |
12059 |
11-Sep-71 |
Jan-72
|
J.
Cashmore Ltd, Newport |
2037 |
1960 |
Nov-36 |
10603 |
12060 |
4-Apr-70 |
See notes |
|
2038 |
1961 |
Nov-36 |
10604 |
12061 |
23-Jan-71 |
Oct-71 |
Bird
Group, Long Marston |
2039 |
1962 |
Nov-36 |
10605 |
12062 |
27-Dec-69 |
May-70
|
J.
Cashmore Ltd, Newport |
2040 |
1963 |
Nov-36 |
10606 |
12063 |
20-Sep-69 |
Apr-70
|
A.
King Ltd, Wymondham |
2041 |
1964 |
Nov-36 |
10607 |
12064 |
8-Feb-69 |
Jun-69
|
Armytage
Ltd, Sheepbridge |
2042 |
1965 |
Nov-36 |
10608 |
12065 |
21-Jun-69 |
Dec-69 |
Armytage
Ltd, Sheepbridge |
2043 |
1966 |
Nov-36 |
10609 |
12066 |
21-Nov-70 |
Jun-71 |
J.
Cashmore Ltd, Newport |
2044 |
1967 |
Nov-36 |
10610 |
12067 |
8-Feb-69 |
Jun-69
|
Armytage Ltd, Sheepbridge |
2045 |
1968 |
Nov-36 |
10611 |
12068 |
21-Nov-70 |
May-71
|
T.
J. Thomson Ltd, Stockton |
2046 |
1969 |
Dec-36 |
10612 |
12069 |
10-Jan-70 |
May-70
|
Armytage Ltd, Sheepbridge |
2047 |
1970 |
Jan-37 |
10613 |
12070 |
10-Jan-70 |
May-70
|
Armytage Ltd, Sheepbridge |
2048 |
1971 |
Jan-37 |
10614 |
12071 |
10-Jan-70 |
Aug-70 |
Armytage Ltd, Sheepbridge |
Renumbered
Jan-37 |
|
#1
‘all‑steel’ 2 HAL DTC diagram 2705, Code DQ. #2
‘Early type’ 2 BIL DTC diagram 2700. |
INDIVIDUAL UNIT NOTES NOS.2011 - 2048
2011 Unit
out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71
and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71,
then hauled to Micheldever and moved for scrapping 8‑Sep-71
from Basingstoke.
2012 Unit
slightly damaged in collision in Polegate Sidings 8‑Jan-63 (details?).
After
stripping unit stored at Herne Hill, hauled to Micheldever
25-Jun-70 but detached at Woking after DTC 12035 damaged by fire but moved
on to Micheldever by 9-Aug-70. Unit moved to
Basingstoke by Sep-70 and moved for scrapping 29-Sep-70 from there.
2013 After
stripping unit stored at Polegate and moved for scrapping 22-Nov-69 from
Gatwick.
2014 Both
coaches destroyed at Brighton by enemy action 25-May-43 and unit withdrawn 23-Jun-43
when remains of bodies scrapped. Underframe of DTC 12037 salvaged and used in
construction of ‘all-steel’ 2 HAL DTC 12855 for unit 2700 Jun-54.
2015 After
stripping unit stored at Balcombe and moved for scrapping 3-Oct-69 from Norwood
Yard, unit arrived in yard 7-Oct-69. Both coaches cut-up 16-Oct-69.
2016 Following
withdrawal unit initially stored at Lancing prior to stripping at Selhurst,
then stored at Weymouth, moving to Basingstoke 25-Feb-72 and moved for
scrapping 23-Mar-72 from there.
2017 Unit
withdrawn 17-May-69 but reinstated from 31-May-69. After stripping at Selhurst
unit hauled to Micheldever (via Eastleigh) arriving
18-Feb-71 and moved for scrapping 15-May-71 from there.
2018 Unit
(with 2120) rammed by loco-hauled train at Portsmouth Harbour 5-Apr-69 (details?) and withdrawn 12-Apr-69.
Scrapped at Fratton by 21-Feb-70 by France Services.
2019 Unit
damaged by H/E blast at Brighton station 18-May-42 but repaired. After
stripping unit stored at Gatwick and moved for scrapping 29-Apr-70 from there.
2020 After
stripping unit stored at Polegate, moving to Guildford and moved for scrapping 9-Sep-69
from there, unit arrived in yard 15‑Sep-69. DTC 12043 cut-up 23‑Sep-69
and MBS 10586 cut-up 24‑Sep-69.
2021 After
stripping unit stored at Norwood Yard, moved for scrapping 30‑Jan-71 from
there.
2022 After
stripping unit moved from Selhurst to Micheldever
arriving 29-Mar-71 and stored until moved for scrapping 19-Jul-71 from there.
2023 After
stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there,
unit arrived in yard 5-Dec-69. DTC 12046 cut-up 10-Dec-69 and MBS 10589 cut-up
11-Dec-69.
2024 Unit
out of use and stored at Lancing cMay-71 then moved to Selhurst for stripping,
hauled to Gatwick Oct-Jul-71 for store and moved for scrapping 22‑Sep-71
from there.
2025 Unit
out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71
and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71,
then hauled to Micheldever and moved for scrapping 8‑Sep-71
from Basingstoke.
2026 After
stripping unit stored at Norwood Yard, moved for scrapping 5‑Sep-70 from
there, though not broken‑up until Jan-71.
2027 After
stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71
from there.
2028 MBS
10594 damaged by fire at Waterloo Oct-66 and DTC 12051 to 2 HAL 2626 Jan-67.
Unit out of use until 10594 repaired and DTC 12051 replaced by ‘all-steel’
2 HAL DTC 12854 (ex 2653) from cFeb-69. Unit then 129' 6"
long and weighed 74 tons.
Unit out of
use and stored at Lancing from 1-May-71 then moved to Selhurst for stripping 4-Jun-71
and withdrawn 12-Jun-71, hauled to Micheldever for
store and finally Feltham, moved for scrapping 15‑Sep-71.
2029 Unit
involved in Ford collision 5-Aug-51 and damaged (units 2008, 2056 & 2100
also involved). DTC 12052 to unit 2008 and replaced by 12109 (ex 2008)
during repairs.
The six-coach 11.17am Brighton to Portsmouth
train (booked to stop in Ford’s Down main platform) passed the home signal at
danger and collided at about 18 mph with the rear of the eight-coach 10:47am
Three Bridges to Bognor Regis train which as standing in the Down Loop platform
waiting for the Portsmouth train to pass. Both trains were formed of two-coach
units.
The
first coach of the Portsmouth train and the rear coach of the Bognor Regis
train were telescoped together for about 40’; four other coaches were also
damaged to varying degrees.
Motorman Sherwood was driving the
Portsmouth train and was killed instantly. Eight passengers died, forty-seven
were injured with forty detained in hospital.
Unit damaged (where?)
c.May-66 and to Eastleigh for repairs. After stripping at Selhurst unit hauled
to Micheldever 25-May-71 for store and moved for
scrapping 12-Jul-71 from there.
2030 After
stripping at Selhurst unit stored at Herne Hill then Battersea Yard, then
moved to Micheldever 25-Jun-70 and moved for
scrapping 29-Sep-70 from Basingstoke.
2031 After
stripping unit stored at Gatwick and moved for scrapping 2-May-70 from there.
2032 Unit
out of use and stored at Lancing from 1-May-71 then moved to Selhurst for
stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever
for store and finally Feltham, moved for scrapping 15‑Sep-71.
2033 Unit
damaged mid-1962 (where?) and MBS 10599 damaged, repaired at Lancing.
Unit out of
use and stored at Lancing cMay-71 then moved to Selhurst for stripping, hauled
to Gatwick 10-Jul-71 for store and moved for scrapping 22‑Sep-71 from
there.
2034 Following
withdrawal unit initially stored at Ford. After stripping at Selhurst unit
stored at Micheldever, moving to Basingstoke 29-Mar-72
and moved for scrapping 6-Apr-72 from there.
2035 After
stripping at Selhurst unit stored at Gatwick and moved for scrapping 13-Jun-70
from there, unit arrived in yard 30-Jun-70. MBS 10601 cut-up 17-Jul-70 and DTC
12058 cut-up 8-Aug-70.
2036 Following
withdrawal unit initially stored at Ford. After stripping at Selhurst unit
hauled to Micheldever for store, moved for scrapping
17‑Jan-72 from Basingstoke.
2037 Unit
withdrawn 4-Apr-70 and sent from Norwood Yard to Derby Research Centre 25-Jul-70
as an ‘Air Brake Test Unit’ numbered 024. MBS 10603 renumbered DS70321, DTC
12060 renumbered DS70322.
Unit withdrawn
during 1972 (dumped in Chaddesden Sidings 5-Nov-72),
and disposed of for scrap to Arnott Young, Bilston Apr-73.
2038 After
stripping unit spent periods in store at Three Bridges and Horsham before
moving to Micheldever 29-Mar-71. Moved for scrapping
30‑Sep-71 from Basingstoke.
2039 Unit
damaged by H/E blast at Brighton station 18-May-42 but repaired.
Unit converted
at Selhurst Nov-69 for Christmas mail & parcels traffic Dec-69 prior to
withdrawal 27-Dec-69. After further stripping unit stored at Gatwick then
Norwood Yard, moved for scrapping 16-May-70 from there.
2040 After
stripping stored at Clapham Yard. Moved for scrapping 20-Feb-70 but train
terminated at Hounslow with brake trouble and forward 26-Mar-70.
2041 After
stripping at Slade Green unit moved to Gatwick for storage 23-Apr-69.
Moved for scrapping 6-May-69 from there, train delayed at Cricklewood, unit not
arriving in yard until 30-May-69. DTC 12064 cut-up 19-Jun-69 and MBS 10607
cut-up 25-Jun-69.
2042 After
stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there,
unit arrived in yard 5-Dec-69. Both coaches cut-up 13-Dec-69.
2043 After
stripping at Selhurst unit stored at Micheldever,
arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.
2044 Unit
damaged in derailment at Reading c.May-66 (details?)
and hauled to Micheldever 13-Jun-66 prior to repair
at Eastleigh.
After
stripping at Slade Green unit moved to Gatwick for storage 23-Apr-69.
Moved for scrapping 6-May-69 from there, train delayed at Cricklewood, unit not
arriving in yard until 30-May-69. MBS 10610 cut-up 11-Jun-69 and DTC 12067
cut-up 13-Jun-69.
2045 DTC
12068 damaged in collision with 4 COR 3142 at Denville Jct,
Havant 17-Jun-39.
It is understood that unit 2045 was
operating (solo) a stopping train from Chichester when it overran the junction
signals at Denville Junction. The DTC (trailing) was sideswiped by the leading
coach of a Waterloo – Portsmouth train derailing both the 2 BIL DTC and the 4
COR motor coach adjacent to Havant East signalbox. It
is possible that the second coach of the 4 COR may also have been partially
derailed.
Unit withdrawn
but reinstated c.Feb-70. After stripping at Selhurst unit stored at Micheldever, arriving 2-Feb-71 and moved for scrapping 15-May-71
from there.
2046 Unit damaged
in a collision at Woking in 1937 (details?)
and suffered a partial underframe collapse, but repaired.
Following
withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70
before moving for scrapping 18-Apr-70 from there, unit arrived in yard 30-Apr-70.
Both coaches cut-up 14-May-70.
2047 Following
withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70
before moving for scrapping 18-Apr-70 from there, unit arrived in yard 23-Apr-70.
MBS 10613 cut-up 30-Apr-70 and DTC 12070 cut-up 1-May-70.
2048 After
stripping at Selhurst unit stored at Gatwick and moved for scrapping 13-Jun-70
from there, unit arrived in yard 30-Jun-70. DTC 12071 cut-up 12-Aug-70 and MBS
10614 cut-up 14-Aug-70.
This batch of units was authorised for the Portsmouth No. 2
electrification scheme and were identical to the previous batch with the
exception of the final unit built. This whole batch were completed between July
and December 1937; entering service working with the earlier units. These units
carried their new 20xx numbers from new.
The final unit (no. 2116) of the batch was experimentally built
of ‘all‑steel’ construction with steel panels welded onto a steel
framework and differed slightly in appearance from the other units,
particularly in the roof detail. It also had heavier self-contained buffers
rather than the solid shank type fitted to the earlier units.
Units gaining full yellow ends with green livery were nos.2055 /2057
/2058 /2065 /2078 /2079 /2113, those with the yellow wrapping onto the bodyside
were nos.2050 /2053 /2056 /2060 /2074 /2083 /2089 /2093 /2096 /2116, whilst the
following were painted blue with full yellow ends nos.2052 /2058 /2062 /2064 /2067
/2072 /2075 /2080 /2086 /2090 /2098 /2099 /2101 /2103 /2104 /2111 /2112.
Unit no.2074 was the last 2 BIL unit to run in green
livery, being last used in April 1971.
Unit formations were as shown below with date of delivery, date
of withdrawal and date and location of scrapping.
Unit no. Diag no. |
Unit new |
MBT 2115 |
DTC 2701 |
Withdrawn |
Scrapping |
Scrapped
by |
2049 |
Jun-37 |
10615 |
12072 |
23-Aug-69 |
Dec-69 |
Armytage Ltd, Sheepbridge |
2050 |
Jun-37 |
10616 |
12073 |
23-Jan-71 |
Oct-71 |
Bird
Group, Long Marston |
2051 |
Jun-37 |
10617 |
12074 |
9-May-70 |
Jan-71
|
Milton
Metals, Cardiff |
2052 |
Jun-37 |
10618 |
12075 |
27-Jun-70 |
Jan-71
|
T.
J. Thomson, Stockton |
2053 |
Jun-37 |
10619 |
12076 |
4-Apr-70 |
Aug-70
|
Milton
Metals, Cardiff |
2054 |
Jun-37 |
10620 |
12077 |
4-Apr-70 |
Aug-70
|
Milton
Metals, Cardiff |
2055 |
Jun-37 |
10621 |
12108 3 |
23-Jan-71 |
Sep-71
|
Bird
Group, Long Marston |
2056 |
Jun-37 |
10622 |
12231 4 |
23-Jan-71 |
Aug-71 |
Bird
Group, Long Marston |
2057 |
Jun-37 |
10623 |
12080 |
23-Jan-71 |
Aug-71
|
Bird
Group, Long Marston |
2058 |
Aug-37 |
10624 |
12081 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
2059 |
Aug-37 |
10625 |
12082 |
5-Nov-66 |
May-67
|
Wimbledon
Park depot |
2060 |
Aug-37 |
10626 |
12083 |
4-Apr-70 |
Oct-70 |
Milton
Metals, Briton Ferry |
2061 |
Aug-37 |
10627 |
12084 |
4-Apr-70 |
Aug-70
|
Milton
Metals, Cardiff |
2062 |
Aug-37 |
10628 |
12085 |
12-Jun-71 |
Nov-71 |
A.
King Ltd, Wymondham |
2063 |
Aug-37 |
10629 |
12086 |
10-Jan-70 |
May-70
|
Armytage Ltd, Sheepbridge |
2064 |
Aug-37 |
10630 |
12087 |
21-Nov-70 |
Jul-71
|
Bird
Group, Long Marston |
2065 |
Aug-37 |
10631 |
12088 |
4-Apr-70 |
Oct-70 |
Milton
Metals, Cardiff |
2066 |
Sep-37 |
10632 |
12089 |
9-May-70 |
Aug-70
|
Milton
Metals, Briton Ferry |
2067 |
Sep-37 |
10633 |
12090 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
2068 |
Sep-37 |
10634 |
12091 |
21-Nov-70 |
Jun-71
|
J.
Cashmore Ltd, Newport |
2069 |
Sep-37 |
10635 |
12858 5 |
23-Jan-71 |
May-71
|
T.
J. Thomson, Stockton |
|
|
|
#3 ‘Early type’ 2 BIL DTC diagram
2700. #4 ‘1939 type’ 2 HAL DTC
diagram 2702, Code DE. #5 ‘all-steel’ 2 HAL DTC diagram
2705, Code DQ. |
Unit no. Diag no. |
Unit new |
MBT 2115 |
DTC 2701 |
Withdrawn |
Scrapping |
Scrapped
by |
2070 |
Sep-37 |
10636 |
12093 |
4-Apr-70 |
Oct-70 |
Milton
Metals, Cardiff |
2071 |
Sep-37 |
10637 |
12094 |
14-Jun-69 |
Oct-70 |
A.
King Ltd, Wymondham. |
2072 |
Oct-37 |
10638 |
12095 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham. |
2073 |
Oct-37 |
10639 |
12096 |
13-Sep-69 |
Apr-70
|
A.
King Ltd, Wymondham. |
2074 |
Oct-37 |
10640 |
12097 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham. |
2075 |
Oct-37 |
10641 |
12098 |
21-Nov-70 |
Jun-71
|
J.
Cashmore Ltd, Newport |
2076 |
Oct-37 |
10642 |
12099 |
20-Sep-69 |
Dec-69 |
Armytage Ltd, Sheepbridge |
2077 |
Oct-37 |
10643 |
12100 |
27-Sep-69 |
Jan-70
|
Bird
Group, Long Marston |
2078 |
Oct-37 |
10644 |
12111 |
23-Jan-71 |
May-71
|
T.
J. Thomson, Stockton |
2079 |
Oct-37 |
10645 |
12112 |
26-Jul-69 |
Nov-69 |
Armytage Ltd, Sheepbridge |
2080 |
Oct-37 |
10646 |
12113 |
24-May-69 |
Oct-69 |
Armytage Ltd, Sheepbridge |
2081 |
Oct-37 |
10647 |
12114 |
23-Jan-71 |
May-71
|
T.
J. Thomson, Stockton |
2082 |
Oct-37 |
10648 |
12115 |
9-May-70 |
Jan-71
|
Milton
Metals, Cardiff |
2083 |
Oct-37 |
10649 |
12116 |
23-Jan-71 |
Dec-71 |
A.
King Ltd, Wymondham. |
2084 |
Oct-37 |
10650 |
12117 |
23-Jan-71 |
Dec-71 |
A.
King Ltd, Wymondham. |
2085 |
Oct-37 |
10651 |
12118 |
27-Dec-69 |
May-70
|
J.
Cashmore Ltd, Newport |
2086 |
Oct-37 |
10652 |
12119 |
12-Jun-71 |
Nov-71 |
A.
King Ltd, Wymondham. |
2087 |
Oct-37 |
10653 |
12120 |
12-Sep-70 |
Nov-70 |
J.
Cashmore Ltd, Newport |
2088 |
Oct-37 |
10654 |
12807 7 |
11-Aug-62 |
Aug-62 |
Barnham
accident |
2089 |
Oct-37 |
10655 |
12122 |
11-Oct-69 |
Mar-70
|
Armytage Ltd, Sheepbridge |
2090 |
Oct-37 |
10656 |
12123 |
11-Sep-71 |
|
Preserved
by NRM |
2091 |
Oct-37 |
10657 |
12124 |
11-Oct-69 |
Jan-70
|
Bird
Group, Long Marston |
2092 |
Oct-37 |
10658 |
12125 |
8-Feb-69 |
Jul-69
|
Armytage Ltd, Sheepbridge |
2093 |
Oct-37 |
10659 |
12126 |
27-Sep-69 |
Mar-70
|
Armytage Ltd, Sheepbridge |
2094 |
Oct-37 |
10660 |
12127 |
13-Sep-69 |
Nov-69 |
Bird
Group, Long Marston |
2095 |
Oct-37 |
10661 |
12128 |
4-Apr-70 |
Jun-70
|
J.
Cashmore Ltd, Newport |
2096 |
Oct-37 |
10662 |
12101 8 |
27-Dec-69 |
May-70
|
Milton
Metals, Briton Ferry |
2097 |
Oct-37 |
10663 |
12130 |
13-Sep-69 |
Nov-69 |
Bird
Group, Long Marston |
2098 |
Oct-37 |
10664 |
12131 |
11-Sep-71 |
Apr-72
|
J.
McWilliam Ltd, Shettleston |
2099 |
Oct-37 |
10665 |
12132 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham. |
2100 |
Oct-37 |
10666 |
12857 9 |
22-Aug-70 |
Dec-70 |
J.
Cashmore Ltd, Newport |
2101 |
Nov-37 |
10667 |
12134 |
12-Jun-71 |
Nov-71 |
A.
King Ltd, Wymondham. |
2102 |
Nov-37 |
10668 |
12135 |
4-Sep-40 |
Sep-40 |
Destroyed
by enemy action at Portsmouth Harbour |
2103 |
Nov-37 |
10669 |
12136 |
23-Jan-71 |
May-71
|
T.
J. Thomson, Stockton |
2104 |
Dec-37 |
10670 |
12137 |
12-Jun-71 |
Jun-72
|
A.
King Ltd, Wymondham. |
2105 |
Dec-37 |
10671 |
12138 |
23-Oct-65 |
See notes |
|
|
|
|
#6 ‘1939 type’ 2 HAL DTC diagram
2702, Code DE. #7 ‘1939 type’ 2 HAL DTC
diagram 2702, Code DE. #8 ‘Early type’ 2 BIL DTC
diagram 2700. # 9 ‘all-steel’
2 HAL DTC diagram 2705, Code DQ. |
Unit no. Diag no. |
Unit new |
MBT 2115 |
DTC 2701 |
Withdrawn |
Scrapping |
Scrapped
by |
2106 |
Dec-37 |
10672 |
12139 |
8-Feb-69 |
Jun-69
|
Armytage Ltd, Sheepbridge |
2107 |
Dec-37 |
10673 |
12140 |
6-Sep-69 |
Nov-69 |
Bird
Group, Long Marston |
2108 |
Dec-37 |
10674 |
12141 |
2-Aug-69 |
Nov-69 |
Armytage Ltd, Sheepbridge |
2109 |
Dec-37 |
10675 |
12142 |
21-Jun-69 |
Nov-69 |
Armytage Ltd, Sheepbridge |
2110 |
Dec-37 |
10676 |
12143 |
7-Mar-70 |
Jun-70
|
J.
Cashmore Ltd, Newport |
2111 |
Dec-37 |
10677 |
12144 |
9-Oct-71 |
Feb-72
|
J.
Cashmore Ltd, Newport |
2112 |
Dec-37 |
10678 |
12145 |
12-Jun-71 |
Dec-71 |
A.
King Ltd, Wymondham |
2113 |
Dec-37 |
10679 |
12146 |
23-Jan-71 |
May-71
|
J.
Cashmore Ltd, Newport |
2114 |
Dec-37 |
10680 |
12147 |
21-Nov-70 |
Jul-71
|
J.
Cashmore Ltd, Newport |
2115 |
Dec-37 |
10681 |
12148 |
11-Oct-69 |
Mar-70
|
Armytage Ltd, Sheepbridge |
2116 |
Dec-37 |
10682 |
12149 |
12-Sep-70 |
Nov-70 |
J.
Cashmore Ltd, Newport |
|
|
|
#10
'1939 type' 2 HAL DTC Diagram 2702, Code DE. |
Individual Unit Notes Nos.2049 - 2116
2049 Unit
ran with DTC 12134 (ex 2101) for a period before May-55 (reason unknown).
Unit damaged
early 1960 (where?) and repaired at Eastleigh.
After
stripping unit stored at Balcombe and moved for scrapping 18-Oct-69 from there,
unit arrived in yard 1-Dec-69. DTC 12072 cut-up 6-Dec-69 and MBS 10615 cut-up 9-Dec-69.
2050 After
stripping unit spent periods in store at Three Bridges and Horsham before
moving to Micheldever 29-Mar-71. Moved for scrapping
30‑Sep-71 from Basingstoke.
2051 After
stripping unit stored at Norwood Yard and moved for scrapping 5‑Sep-70
from there. Not broken‑up until Jan-71.
2052 After
stripping unit stored at Norwood Yard and moved for scrapping 9-Jan-71
from there.
2053 After
stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70
from there.
2054 After
stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70
from there.
2055 DTC
12078 damaged in collision at Wimbledon Park 14-Mar-68 and to 2007 Jun-68.
Replaced by 12108 (ex 2007).
Unit out of
use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71 and withdrawn
there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71, then hauled
to Micheldever and moved for scrapping 8‑Sep-71
from Basingstoke.
2056 DTC
12079 withdrawn after collision at Brighton 31-Dec-46 (details?) and condemned
1-Nov-47. MBT 10622 spare until unit reformed with ‘1939 type’
2 HAL DTC 12231 (ex.2646) Nov-47. Unit then weighed 74 tons 17cwt.
With MBS 10622 leading this hybrid
unit ran into the sand drag and buffers by New England Road Bridge, Brighton c.18-Jan-52.
There was extensive damage to both the MBS and DTC 12231 (the end next to the MBS and first compartment appear to have been more
or less destroyed?).
After
stripping at Selhurst unit hauled to Micheldever 24-May-71
and moved for scrapping 5-Aug-71 from Basingstoke <as per unit 2057>.
2057 After
stripping at Selhurst unit hauled to Micheldever 24-May-71
and moved for scrapping 5-Aug-71 from Basingstoke <as per unit 2056>.
2058 Unit
out of use for a while damaged during 1957 (details unknown, possibly
derailment between Brookwood and Farnborough at 6:33pm on 22-Nov-56 when a
broken rail lead to the partial derailment of the rearmost bogie of the
eight-coach 5:37pm Waterloo to Acot via Woking train
formed of two-car units which in turn was sidescraped
by the passing 6pm Waterloo to Plymouth train).
Unit out of
use and stored at Lancing c.May-71 then moved to Selhurst for stripping and
withdrawn 12-Jun-71, hauled to Gatwick Oct-Jul-71 for store and moved for
scrapping 22‑Sep-71 from there.
2059 Both
coaches withdrawn following collision with 4 COR 3135 at Wimbledon Park 20-Jun-66.
Unit stripped and broken-up on site by 6-May-67.
2060 Storage
details following withdrawal unknown.
2061 After
stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70
from there.
2062 Following
withdrawal unit initially stored at Lancing, moving to Selhurst for stripping 10-Jul-71.
After stripping unit stored at Micheldever and moved
for scrapping 3-Nov-71.
2063 Following
withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70
before moving for scrapping 18-Apr-70 from there, unit arrived in yard 23-Apr-70.
DTC 12086 cut-up 2-May-70 and MBS 10629 cut-up 5-May-70.
2064 After
stripping unit moved from Selhurst to Micheldever
arriving 2Sep-Mar-71 and stored until moved for scrapping 19-Jul-71 from there.
2065 Unit
disposed of for scrap 19-Sep-70 but train delayed at Old Oak Common until
19-Oct-70.
2066 Unit
withdrawn but reinstated cFeb-70. After stripping unit stored at
Norwood Yard and moved for scrapping 8-Aug-70 from there.
2067 Unit stored
at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for
stripping. Hauled to Micheldever 24-Jun-71 for store
and moved for scrapping 7‑Sep-71 from there.
2068 Unit
withdrawn but reinstated cFeb-70. After stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping 27-May-71
from Basingstoke.
2069 New in SR lined olive green livery, unit
no.2069 was machine-gunned near Galley Hill
(between St Leonards and Bexhill) 9-May-42 resulting in a visit to Lancing for EA
repairs (EA is 'enemy action') between 19-May-42 and 16-Jun-42 for repairs. It
was back at Lancing for three days from 21-Aug-45 for an 'A' repair, fairly
minor I presume. Its first overhaul was an 'E5' repair at Lancing from 23-Oct-50,
released 29-Nov-50, probably in Malachite green but possibly into 'BR' green.
Unit involved
in Ford collision at 11:58am on 5-Aug-51 and DTC 12092 badly damaged and
withdrawn 22‑Sep-51 (units 2008, 2029 and 2100 also involved). MBT 10635
spare until unit reformed with new ‘all-steel’ 2 HAL DTC 12858, built Feb-55.
Interior had EPB-style Formica and veneer finish. Unit then 129' 6"
long and weighed 74˝ tons, and MBT fitted with heavier buffers.
The six-coach 11.17am Brighton to Portsmouth
train (booked to stop in Ford’s Down main platform) passed the home signal at
danger and collided at about 18 mph with the rear of the eight-coach 10:47am
Three Bridges to Bognor Regis train which as standing in the Down Loop platform
waiting for the Portsmouth train to pass. Both trains were formed of two-coach
units.
The
first coach of the Portsmouth train and the rear coach of the Bognor Regis
train were telescoped together for about 40’; four other coaches were also
damaged to varying degrees.
Motorman Sherwood was driving the
Portsmouth train and was killed instantly. Eight passengers died, forty-seven
were injured with forty detained in hospital.
After stripping
at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever,
1-Mar-71 for store, moved for scrapping 7-May-71 from there.
2070 Unit
damaged (where?) and DTC 12093 exchanged with ‘1939 type’ 2‑HAL
DTC 12186 (ex 2601) Jun-56 to Aug-57. Unit weighed 74 tons 17cwt for
duration of this change.
Unit disposed
of for scrap 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.
2071 After
stripping at Selhurst unit stored at Herne Hill then Battersea Yard, then
moved to Micheldever 25-Jun-70 and moved for
scrapping 29-Sep-70 from Basingstoke.
2072 Unit
out of use and stored at Lancing from 1-May-71 then moved to Selhurst for
stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever
for store and finally Feltham, moved for scrapping 15‑Sep-71.
2073 After
stripping stored at Clapham Yard. Moved for scrapping 20-Feb-70 but train
terminated at Hounslow with brake trouble and forward 26-Mar-70.
2074 Unit
stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst
for stripping. Hauled to Micheldever 24-Jun-71 for
store and moved for scrapping 7‑Sep-71 from there.
2075 After
stripping at Selhurst unit stored at Micheldever,
arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.
2076 After
stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there,
unit arrived in yard 11-Dec-69. MBS 10642 cut-up 19-Dec-69 and DTC 12099 cut-up
20-Dec-69.
2077 After
stripping unit stored at Gatwick and moved for scrapping 24‑Jan-70 from
there.
2078 After
stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71
from there.
2079 After
stripping unit stored at Balcombe and moved for scrapping 18-Oct-69 from there,
unit arrived in yard 29-Oct-69. MBS 10645 cut-up 12-Nov-69 and DTC 12112 cut-up
15-Nov-69.
2080 Unit
badly damaged at Balham Jct. in collision with derailed goods train 15-May-69 (details?) and withdrawn 24-May-69. Part
of bodyside of MBS 10646 torn out. 2 HAL unit number 2696 was also
damaged. Damaged unit stored at Gatwick then Guildford, moved for scrapping 9-Sep-69
from there, unit arrived in yard 19-Sep-69. MBS 10646 cut-up 3-Oct-69 and DTC
12113 cut-up 4-Oct-69.
2081 After
stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71
from there.
2082 After
stripping unit stored at Norwood Yard and moved for scrapping 5‑Sep-70
from there. Not broken‑up until Jan-71.
2083 Unit
had plain end and whistle 30-Mar-63.
Unit stored at
Norwood Yard prior to withdrawal 23‑Jan-71 but sent in error on
scrap train to Thomson, Stockton without stripping and still with shoegear fitted 1-Sep-71. Unit detached at Eaglescliffe and subsequently returned to Selhurst for
stripping. Unit then used for accident exercises at Ashford, moving to
Wimbledon Park in early April 1971 before being taken to Three Bridges for
a further exercise there 12-Jun-71. Unit then moved
to Micheldever for storage 26-Jul-71, and on to
Feltham 16-Nov-71. Unit moved for scrapping 20-Dec-71 from there.
2084 Unit
stored at Norwood Yard prior to withdrawal 23‑Jan-71 but sent in
error on scrap train to Thomson, Stockton without stripping and still with
shoegear fitted 1-Sep-71. Unit detached at Bedford
and subsequently returned to Selhurst for stripping 20-Feb-71. Unit then used
for accident exercises at Ashford, moving to Wimbledon Park in early April
1971 before being taken to Three Bridges for a further exercise there 12-Jun-71. Unit then moved to Micheldever
for storage 26-Jul-71, and on to Feltham 16-Nov-71. Unit moved for scrapping 20-Dec-71
from there.
2085 Unit
partly stripped at Selhurst Nov-69 for Christmas mail traffic Dec-69 prior to
withdrawal 27-Dec-69. Unit further stripped at stored at Norwood Yard and moved
for scrapping 16-May-70 from there.
2086 Following
withdrawal unit initially stored at Lancing, moving to Selhurst for stripping 10-Jul-71.
Unit then stored at Micheldever and moved for
scrapping 3-Nov-71.
2087 After
stripping unit stored at Norwood Yard and moved for scrapping 21-Nov-70
from there.
2088 Body
of DTC 12121 badly damaged in collision with 2653 at 08:19am at Littlehampton on
30-Nov-49 and withdrawn 25-Feb-50.
Formed of eight-coaches, as the 8:4am
Bognor Regis to London Bridge (via Littlehampton) was entering platform 3 at 20
mph under clear signals it collided with the two-coach 8:18am Littlehampton to
Ford train which left platform 2 against a red starting signal.
All the wheels of the two leading
coaches of the 8:4am train were derailed; 25’ of the offside panelling of the
leading coach was stripped off. Foul of the Down line the leading bogie of the
8:18am was derailed and the corner of the motorman’s cab driven in.
DTC 12121 was
replaced by ‘1939 type’ 2 HAL DTC 12807 (ex 2653). Unit then
weighed 74 tons 17cwt. Underframe of 12121 used in construction of
‘all-steel’ 2 HAL DTC 12854 for unit 2653.
Unit
overturned in derailment at 11:03am at Barnham on 1-Aug-62 when its motor coach 10654 was leading the 6-car 10:17
am Brighton to Portsmouth Harbour service.
As the train entered Barnham station it
derailed on the partially open switches of a facing turnout number 8 (leading
into the platform loop) causing the left-hand wheels of the leading bogie to
travelled up the Down platform ramp and the rear of coach 10654 swung to the
right against the Up platform so coach 10654 came to rest on its right-hand
side diagonally across both lines between the platforms, some 85 yards from the
toe of the open switch and 40 yards past the beginning of the platform ramp;
its body separating from the underframe in the process.
The front of the second coach (ex.HAL DTC 12807) followed the rear of 10654 and partially
overturned on its right-hand side; leaning against the Up platform. The rear
four coaches were not derailed and suffered only slight damage. The derailment
tripped the traction current.
Thirty-seven of the two-hundred and
fifty passengers and Driver A. Light were injured; Guard J.E. Sands suffered
shock.
The turnout had moved because of a loose
washer had bridged the reverse operating wire contact (electrical circuit)
energising the motor (Westinghouse style M3) when signal 21 was replaced as the
train passed.
Following the
Barnham derailment unit 2088 was withdrawn 11-Aug-62 and cut‑up on site
22-Aug-62.
2089 After
stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from
there, unit arrived in yard 26-Feb-70. MBS 10655 cut-up 11-Mar-70 and DTC 12122
cut-up 12-Mar-70.
2090 Unit
withdrawn 11-Sep-71 though out of use since 28-Jul-71 and briefly stored at
Ford prior to moving to Preston Park 14-Aug-71 for secure storage as part of
the National Collection, officially transferred 6-Apr-72. Later restored for
limited use on special occasions and open days etc.
Both coaches
allocated numbers in the ‘Private Owner’ series, 10656 as NRMY 99951, 12123 as
NRMY 99952, these carried on plate on underframe, original numbers still being
displayed on vehicle sides. After a period in store at Lovers Walk, then West
Worthing where unit suffered some vandal damage, unit moved to secure storage
at St Leonards depot Aug-96.
DTC 12123
moved by road to York 17-May-03 and MBS 10656 followed in June, both coaches
then underwent restoration at York National Railway Museum (NRM) prior to
moving to the NRM outstation at Shildon for display.
2091 After
stripping unit stored at Herne Hill and moved for scrapping 17‑Jan-70
from there.
2092 After
stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there,
train delayed at Cricklewood unit not arriving in yard until 6-Jun-69. MBS
10658 cut-up 30-Jun-69 and DTC 12125 1-Jul-69.
2093 After
stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from
there, arrived in yard 20-Feb-70. DTC
12126 cut-up 25-Feb-70 and MBS 10659 cut-up 3-Mar-70.
2094 Following
withdrawal unit initially stored at Gatwick. After stripping unit returned to
Gatwick and moved for scrapping 8-Nov-69 from there.
2095 After
stripping at Selhurst unit hauled to Micheldever 8-Apr-70
for store and moved for scrapping 28-May-70 from there.
2096 DTC
12129 was damaged (corner of the cab on the secondman’s side) in a sidescrape collision with the second open of solo 4 BIG
7033 at Lovers Walk 23-Jun-68 and exchanged with 12101 (ex 2010) Jul-68.
DTC had small yellow warning panels and UIC yellow first-class banding.
After
stripping unit stored at Norwood Yard and moved for scrapping Sep-May-70
from there.
2097 After
stripping unit stored at Gatwick and moved for scrapping 8-Nov-69 from there.
2098 MBS 10664
damaged in collision with a van train at Hove 2-Nov-49 (details?).
Unit withdrawn
but reinstated cFeb-70. Following withdrawal unit initially stored at Ford and
after stripping at Selhurst stored at Micheldever,
moving to Basingstoke 29-Mar-72. Moved for scrapping 6-Apr-72 from there.
2099 Unit
stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst
for stripping. Hauled to Micheldever 24-Jun-71 for
store and moved for scrapping 7‑Sep-71 from there.
2100 Unit
involved in Ford collision 5-Aug-51 and DTC 12133 badly damaged and withdrawn
22‑Sep-51 (units 2008, 2056 & 2069 also involved). MBT 10666 spare
until unit reformed with new ‘all-steel’ 2 HAL DTC 12857, built Feb-55.
Interior had EPB-style Formica and veneer finish. Unit then 129' 6" long and weighed
74˝ tons and MBT fitted with heavier buffers. Underframe of 12133 used in
construction of ‘all-steel’ 2 HAL DTC 12856 for unit 2133.
The six-coach 11.17am Brighton to Portsmouth
train (booked to stop in Ford’s Down main platform) passed the home signal at
danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three
Bridges to Bognor Regis train which as standing in the Down Loop platform
waiting for the Portsmouth train to pass. Both trains were formed of two-coach
units.
The
first coach of the Portsmouth train and the rear coach of the Bognor Regis
train were telescoped together for about 40’; four other coaches were also
damaged to varying degrees.
Motorman Sherwood was driving the
Portsmouth train and was killed instantly. Eight passengers died, forty-seven
were injured with forty detained in hospital.
After
stripping unit stored at Norwood Yard and moved for scrapping 5-Dec-70
from there.
2101 DTC
12134 used for a period prior to May-55 in unit 2049 (reason unknown).
Unit ‘ran
away’ at Streatham Hill and in collision with buffers near Balham 12-Jul-63 and
badly damaged, but repaired at Eastleigh May-64 after a period of storage at Micheldever.
Following
withdrawal unit initially stored at Lancing and moved to Selhurst for stripping
24-Jul-71. After stripping unit stored at Micheldever
and moved for scrapping 3-Nov-71
2102 Both
coaches destroyed by enemy action at Portsmouth Harbour 12-Aug-40 (along with
2132) and unit withdrawn 4‑Sep-40. Underframes scrapped at Lancing during
1943, that of 10668 30-Jun-43.
2103 Unit
in collision with 4 SUBs 4717 and 4703 at Wimbledon Park 24-Nov-70 and
DTC 12136 cab damaged and unit withdrawn 23‑Jan-71 and hauled to Micheldever 5-Feb-71 for store and moved for scrapping 15-May-71
from there.
2104 Following
withdrawal unit initially stored at Gatwick and after stripping returned there
for storage prior to moving to Weymouth 25-Mar-72 and later back to
Brockenhurst. Unit moved for scrapping from there 12-Jun-72
but train delayed at Hounslow and forward from there
20-Jun-72.
2105 Unit
in collision with ‘Queen Mary’ bus at 09:31hrs on Roundstone
Level Crossing near (near Worthing) 22-Aug-65 and DTC 12138 derailed and
damaged by fire and withdrawn 23-Oct-65. Body of 12138 scrapped at Brighton Nov-65.
MBS 10671 to store at Micheldever 5-Dec-65 until Nov-66
then to 4‑LAV 2943. Underframe of 12138 also stored at Micheldever with 10671, (eventual disposal unknown).
Running about 15 minutes late in thick
fog the 08:47hrs Down four-coach electric train (pair of two-car units) ran
through the crossing gates at Roundstone Level
Crossing which had been incorrectly opened for road traffic.
The train collided (possibly at about
35mph) with a Southdown 69-seat double-deck ‘Queen Mary’ bus pushing it some 54
yards along the line. The bus caught fire and was completely burned out. The
leading bogie of unit 2105 was derailed and the coach damaged by fire. Eight
bus passengers perished in the incident.
Prior to the incident unit 2105 had been
last painted in 1959 and varnished in 1963.
2106 After
stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there,
train delayed at Cricklewood, unit not arriving in yard until 6-Jun-69. MBS
10672 cut-up 23-Jun-69 and DTC 12139 cut-up 27-Jun-69.
2107 After
stripping unit stored at Polegate and later Gatwick and moved for scrapping 22-Nov-69
from there.
2108 After
stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there,
unit arrived in yard 22-Oct-69. DTC 12141 cut-up 1-Nov-69 and MBS 10674 cut-up
5-Nov-69.
2109 After
stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there,
unit arrived in yard 22-Oct-69. DTC 12142 cut-up 13-Nov-69 and MBS 10675 cut-up
11-Nov-69.
2110 After
stripping at Selhurst unit hauled to Micheldever 8-Apr-70
for store and moved for scrapping 28-May-70 from there.
2111 Unit
retained after units withdrawn 29-Jul-71 to work final railtour 25‑Sep-71
then withdrawn and after stripping at Selhurst stored at Shalford
from 13‑Jan-72. Moved for scrapping 11-Feb-72 from there.
2112 Following withdrawal unit stored initially at Lancing and moved to Selhurst for stripping 9-Sep-71. Stored (probably at Nor